Power door lock interlock circuit

ABSTRACT

The power door lock interlock circuit senses the presence of an ignition key in the ignition and also senses when a door is open. When these conditions are met, the power door lock is placed in an interlock condition whereby pressing the power door lock button causes the horn to sound instead of locking the doors. The circuit is thus useful in preventing the driver from accidentally leaving the ignition key in the ignition and accidentally locking all doors. All doors may be unlocked in the usual fashion and all doors may be locked in the usual fashion provided the interlock condition has not been met.

This a division of U.S. patent application Ser. No. 010,418, filed Feb.2, 1987, now U.S. Pat. No. 4,789,851 entitled POWER DOOR LOCK INTERLOCKCIRCUIT.

BACKGROUND AND SUMMARY OF THE INVENTION

The present invention relates generally to power door lock circuits forvehicles. More particularly, the invention relates to a circuit whichresponds to the presence of the ignition key in the ignition and also toan open vehicle door, by disabling the power door lock mechanism andcausing the vehicle horn to sound when the door lock actuator ispressed.

Power door locks are a popular accessory on automotive vehicles.Although there is some variance in the manner in which power door lockmechanisms are implemented, most power door locks employ motors whichlock the vehicle doors when energized by one polarity and which unlockthe vehicle doors when energized by the opposite polarity. The lockingmotors or mechanisms are typically responsive to some form of actuator,such as a push button switch or rocker switch, which applies a voltageof the proper polarity across the lock motors to cause them to lock orunlock the associated doors.

Undoubtedly few have escaped the inconvenience and embarrassment ofaccidentally locking one's keys in the car. Addressing this problem,most automotive vehicle manufacturers provide some form of audiblewarning or alarm system, typically in the form of a buzzer, chime orsynthesized voice. The conventional audible alarm senses when theignition key is left in the ignition and the door (usually the driver'sdoor) is opened. While serving as a useful reminder, some people locktheir vehicle doors so automatically, that the audible warning alarm maynot be effective, particularly in noisy surroundings in which the alarmmay be unheard.

The above problem is even more acute in vehicles equipped with powerdoor locks. Power door locks allow all vehicle doors to be locked atonce. Should the driver accidentally leave the keys in the ignition,step out of the vehicle and depress the power door lock actuator, thechances of being locked out of the car are very great, since all doorsare mechanically assured to be locked.

To overcome this problem, it has been proposed to provide a logiccircuit for providing a warning independent of the audible warningalarm, although such alternative warning systems have proven to beunduly complicated and hence too expensive to be suitable for massproduction in the comparatively competitive automobile industry.

SUMMARY OF THE INVENTION

The present invention provides a circuit which responds to the presenceof the key in the ignition and to a vehicle door being open, by placingitself in an interlock condition in which actuation of the power doorlock actuator causes the vehicle horn to sound and in which the lockmechanism is simultaneously inhibited from being actuated. The circuitis small, economical to manufacture and consumes little current whenoperating and zero quiescent current when the circuit is on standby.Thus, the circuit of the invention is well suited for use in massproduced automotive vehicles.

In accordance with the invention, a power door lock interlock circuit isprovided for use in a vehicle having a power door lock, an actuator withmechanism responsive to the actuator, a horn, an ignition key sensingmeans for providing an indication when the ignition key is in theignition and at least one vehicle door sensing means for providing anindication of the open and closed status of the door. One embodiment ofthe invention comprises a single pole double throw relay having a pairof energizing terminals coupled to a coil and having a common terminaland first and second selectively contactable terminals. When the coil isdeenergized, the first contactable terminal is electrically coupled tothe common terminal and when the coil is energized, the secondcontactable terminal is electrically coupled to the common terminal. Thecommon terminal is coupleable to the vehicle ground through a connectoror jack. The first contactable terminal is coupleable to the power doorlock mechanism for supplying a grounding path for current flow in thatmechanism. One of the energizing terminals of the relay is coupleable tothe key sensing means for receiving electrical current therefrom. Theother of the energizing terminals of the relay is coupleable to the doorsensing means for providing a grounding path for current flow throughthe relay coil when the vehicle door is open. A first transistor havingits base coupleable to the door lock actuator and having a first leadcoupleable to the horn is included for providing a grounding path forsounding the horn. The first transistor has a second lead coupled to thesecond contactable terminal of the relay.

Another embodiment of the invention comprises a first transistor havingits base coupleable to the door sensing means for turning the firsttransistor on when the vehicle door is open. The first transistor has afirst lead coupleable to the lock actuator to receive current therefrom,and has a second lead coupleable to the key sensing means for providinga grounding path for current from the lock actuator, through the keysensing means, when the first transistor is on. A second transistor hasa base coupleable to the lock actuator to receive current therefrom forturning the second transistor on when the lock actuator is actuated. Thesecond transistor has a first lead coupleable to the lock mechanism andhas a second lead coupleable to the vehicle ground for providing agrounding path for the lock mechanism, to permit the mechanism tofunction, when the second transistor is on. Conversely, when the secondtransistor is off, the lock mechanism is prevented from functioning. Athird transistor has its base coupleable to the lock mechanism toreceive current therefrom for turning the third transistor on when acurrent is received from the lock mechanism and when the secondtransistor is off. The third transistor has a first lead coupleable tothe horn and has a second lead coupleable to the vehicle ground, forproviding a grounding path for sounding the horn when the thirdtransistor is on.

For a more complete understanding of the invention, its objects andadvantages, reference may be had to the following specification and tothe accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a first embodiment of the invention;

FIG. 2 is a schematic diagram of a second embodiment of the invention;

FIG. 3 is a schematic diagram of a third embodiment of the invention;

FIG. 4 is a schematic diagram of yet another embodiment of theinvention;

FIG. 5 is a schematic diagram of yet another embodiment of theinvention; and

FIG. 6 is a schematic diagram of still another embodiment of theinvention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring first to FIG. 1, a first embodiment of the invention will bedescribed. This embodiment is well suited for vehicles of the type whichswitch devices to ground in order to actuate them. In FIG. 1, thecircuit of the invention is denoted generally at 10. Circuit 10 iscoupleable through a jack or connector to the associated vehiclecomponents. In FIG. 1, the jack is depicted by a plurality of individualconnection points 12. Circuit 10 is thus coupled to the vehicle battery14 and to the ignition key in switch 16, which senses the ignition keyfor providing an indication when the ignition key is in the ignition.Circuit 10 is also coupleable to the ignition circuit 18 and to thevehicle ground 20. Also connected to circuit 10 are the passenger doorpillar switch 22 and the driver's door pillar switch 24, which comprisethe door sensing means for providing an indication of the open andclosed status of the doors. For the type of vehicle illustrated,switches 22 and 24 are closed or switched to ground when the associatedvehicle door is opened. Circuit 10 is also coupleable to the vehiclehorn assembly 26, to the door lock actuator and mechanism 28 and to theaudible warning alarm device 30. In the vehicle illustrated in FIG. 1,the horn assembly comprises a horn switch 32, which is closed to groundwhen the horn is depressed. A horn relay 34, comprising a relay coil 36,a capacitor 38 and a flyback diode 40, is coupled to the horn 42. Thedoor lock actuator and mechanism 28 comprises a left door lock actuator44 and a right door lock actuator 46. Both actuators are coupled asillustrated to a plurality of locking mechanisms or motors 48 whichperform the mechanical locking and unlocking operations. The lockingmechanisms lock the associated doors when energized with one polarityand unlock the associated doors when energized with the oppositepolarity. Selection of the appropriate polarity for energizing thesemechanisms is provided by the actuators 44, which are coupled to thebattery and vehicle ground as illustrated. Audible warning alarm 30 maybe a buzzer, chime or electrically synthesized voice module.

Circuit 10 comprises a single pole double throw relay 50 having coil 52with a pair of coil energizing terminals 54 and 56. Relay 50 has acommon terminal 58 coupled to vehicle ground and first and secondcontactable terminals 60 and 62. When coil 52 is not energized, thecontactable terminal 60 is coupled to common terminal 58, as illustratedin FIG. 1. When coil 52 is energized, the relay switches to the oppositeposition in which contactable terminal 62 is coupled to common terminal58.

A first transistor 64 has its base 66 coupled through resistor 68 to theright door lock actuator 46, as illustrated. It is also coupled to theleft door lock switch by virtue of the interconnection of those twoswitches, as illustrated. A first terminal 70, the collector, oftransistor 64 is coupleable to the horn assembly 26 as illustrated. Thesecond terminal 72, the collector, is coupled to contactable terminal 62of relay 50. Transistor 64 includes a threshold bias resistor 74 forraising the switching threshold of transistor 64.

A second transistor 76 has its base 78 coupled through resistor 80 tothe energizing terminal 54. This terminal is also coupleable, as shown,to the ignition key in switch 16 and through diode 82 to the ignitioncircuit 18. A first terminal 84, the collector, of transistor 76 iscoupleable to the audible warning alarm 30. A second terminal 86, theemitter, is coupleable to the driver's door pillar switch 24 and throughdiode 88 to the passenger door pillar switch 22.

In operation, circuit 10 does not inhibit the horn switch 32 fromfunctioning normally by providing a grounding path for sounding thehorn. As long as the key in and door open conditions are notsimultaneously met, the door lock actuators function normally to lockand unlock the locking mechanisms. However, when the ignition keysensing switch 16 senses the presence of the key in the ignition andwhen one of the door sensing means senses an open door condition,circuit 10 switches to the interlock mode. Specifically, closure ofignition key in switch 16 applies battery voltage to energizing terminal54 of relay 50. Closure of either of the door pillar switches 22 or 24(by opening either of the doors) provides a grounding path forenergizing terminal 56 of relay 50. These conditions cause current toflow through relay coil 52, switching the relay to the opposite positionfrom that shown in FIG. 1. This action grounds the second terminal 72 oftransistor 64. Now each time the door lock actuators 44 and 46 areactuated to the lock position, battery voltage is applied throughresistor 68 to the base 66 of transistor 64. This turns transistor 64on, pulling the first terminal 70 toward ground and thereby providing agrounding path for the horn assembly through transistor 64. In thisregard, resistor 74 acts in conjunction with resistor 68 to provide avoltage divider for raising the switching threshold of transistor 64.Although transistor 64 is coupled to the relay coil 36 of horn 34, it isprotected from induced back EMF by flyback diode 40. Thus, the circuittakes advantage of components already found onboard the vehicle in orderto save cost, parts count and space. If the horn relay is not providedwith flyback diode, then circuit 10 may need to be modified to includethis diode in order to protect transistor 64 from induced EMFtransients.

Because some vehicles are provided with ignition key in switches whichopen when the ignition key is turned to the ignition position (and thuscease providing an indication of ignition key presence in the ignitionposition) circuit 10 is also coupled to sense the ignition circuit as analternate means of determining whether the key is in the ignition.Ignition circuit 18 is coupled through diode 82 to the energizingterminal 54 of relay 50. Thus, relay 50 is also capable of receivingcurrent from the ignition circuit. Typically ignition circuits areconstructed to deliver battery voltage in the "ignition on" position andto appear at vehicle ground in the "ignition off" position. To preventterminal 54 from being grounded when the ignition key is turned to theignition off position, diode 82 is provided. In effect, diode 82conditions the signal from the ignition circuit so that it appears ofthe same form as the signal from the ignition key in switch, namelyproviding battery voltage when switched on and open circuit whenswitched off.

In order to operate the audible warning alarm 30, transistor 76 sensesthe state at terminal 54 of relay 50, which gives an indication ofwhether the ignition key is present or not. When the key is present,transistor 76 is turned on and provides a grounding path for operatingthe audible warning alarm when the driver's door pillar switch 24 isclosed. Note that the diode 88 prevents the passenger door pillar switch22 from providing a similar grounding path for the audible warning alarm30.

Referring now to FIG. 2, an alternative embodiment of the invention isillustrated. Where applicable, reference numerals of like or similarcomponents to that of FIG. 1 are given like reference numerals orreference numerals followed by the suffix "a" or "b", etc. By comparisonwith FIG. 1, note that horn relay 34a does not include a flyback diode.Accordingly, one is provided in the circuit 10a of the invention andwill be discussed more fully below. Also by comparison, the door sensingswitch 24a provides battery voltage when closed (by opening the vehicledoor). This voltage is normally used to energize the courtesy lamp 90.The key in switch 16a provides a grounding path when the key is presentin the ignition. This switch is coupled in parallel to the headlampswitch 92, so that either the failure to remove the ignition key orleaving the headlights on will cause audible warning alarm 30 to soundwhen the vehicle door is opened. Also, note that the door lockmechanisms 48 are actuated by actuators comprising separate lock andunlock solenoids or relays 94 and 96 operated by a two position switch98. It will be understood that relays 94 and 96 together with switch 98comprise the door lock actuator 44a. For convenience, only two door lockmotors and one actuator has been illustrated. Additional motors andadditional actuators could be implemented in a similar fashion.

Turning now to circuit 10a of the invention, a first transistor 100 hasits base 102 coupleable through resistor 104 to the door switch 24a. Afirst lead 106, the collector, of transistor 100 is coupled throughblocking diode 108 and resistor 110 to the door lock actuator 44a, asillustrated. A second lead 112, the emitter, of transistor 100 iscoupleable to the key in switch 16a, to headlamp switch 92 and toaudible warning alarm 30, as illustrated. A second transistor 114 hasits base 116 coupled through diode 118 and resistor 110 to the powerdoor lock actuator 44a as illustrated. The first lead 120, thecollector, of transistor 114 is coupleable through diode 122 to doorlock actuator 44a. Lead 120 is also coupleable to the ground side lead124 of relay 94 as illustrated. The second lead 126 of transistor 114,the emitter, is coupleable to vehicle ground.

A third transistor 128 has its base 130 coupleable through resistor 132to the ground side lead 124 of relay 94 as illustrated. The first lead134, the collector, of transistor 128 is coupleable to the horn relay34a, while the second lead 136, the emitter, of transistor 128 iscoupleable to vehicle ground. A zener protection diode 138 is connectedacross leads 134 and 136 to protect the transistor 128 from back EMFtransients induced by the horn relay coil 36.

In operation, the circuit of FIG. 2 allows the horn to operate normallyand further allows the power door lock mechanism to operate normallyunless the circuit is in the interlock mode. During normal noninterlockmode operation, depressing the switch 98 to the locked position causesthe battery voltage to be applied to relay 94. Transistor 114 sensesthis voltage and is turned on in response. With transistor 114 turnedon, a grounding path is established from relay 94 through transistor 114to the vehicle ground. This allows the relay to operate normally,energizing the door lock mechanism 48 in the usual fashion.

In the event the vehicle door is opened, door switch 24a closes,applying battery voltage to the base of transistor 100. If the key is inthe ignition or if the headlamps are on at this time, the actuation ofswitch 98 allows transistor 100 to turn on and to pull the collector oftransistor 100 toward ground. This action similarly pulls the emitter oftransistor 114 toward ground, turning transistor 114 off. Withtransistor 114 turned off, the grounding path of relay 94 throughtransistor 114 is broken. This disables the locking mechanism from beingactuated. With the path through transistor 114 broken, each time thedoor lock switch 98 is actuated, a current from relay 94 flows throughresistor 132 to energize base 130 of transistor 128. This turnstransistor 128 on, thereby establishing a grounding path throughtransistor 128 for sounding the horn.

During the operation described above, diode 108 blocks current flow toprevent the audible warning alarm 30 from sounding when the doors areclosed. Diode 118 balances the voltage drop developed by diode 108, sothat the voltage at base 116 of transistor 114 can be pulled to groundin order to turn off transistor 114.

The circuit of FIG. 2 relies solely on the key in switch to provide anindication that the key is in the ignition. This is appropriate forvehicles in which the key in switch remains on or closed when theignition key is turned to the ignition on position. If necessary, thecircuit can be modified to sense the ignition circuit as well. Also, inthe power door lock circuit exemplified by FIG. 2, the solenoids orrelays 94 and 96 are located on the vehicle itself. Accordingly, theinvention advantageously uses these relays, thereby lowering the partscount and keeping cost to a minimum.

FIGS. 3, 4 and 5 illustrate additional alternative embodiments for usewith power door lock circuits which do not provide onboard power doorlock relays. The schematic diagrams of FIGS. 3, 4 and 5 illustrate indetail only the circuits 10b, 10c and 10d of the invention, with theassociated vehicle components shown in block diagram. It will beunderstood that the circuits of FIGS. 3, 4 and 5 may be connected to thevehicle power door lock actuator and mechanism, ignition key sensingmeans, door sensing means, horn, battery and ground.

Referring first to FIG. 3, a one relay embodiment of a power door lockinterlock circuit is illustrated at 10b. Circuit 10b is illustratedconnected to lock switch 98a which provides a negative voltage on lead140 when the lock is switched to the unlock position and which providesa positive voltage on lead 140 when switched to the lock position. Alsoillustrated are power door lock mechanisms 48.

Circuit 10b of FIG. 3 comprises a relay 142 comprising relay coil 144and contacts 146. A transistor 148 has its base 150 coupleable throughresistor 152 to the courtesy lamp switch 24a, which may be configuredessentially as shown in FIG. 2. A first lead 154, the collector, oftransistor 148 is connected to the coil of relay 142. A second lead 156,the emitter, is connected through diode 158 to the key in switch 16a,which may be configured essentially as the key in switch 16a of FIG. 2.

In operation, when the courtesy lamp circuit is energized (i.e. a dooris open) and when the key in switch senses the ignition key in theignition, transistor 148 is in a condition to switch on when lock switch98a outputs a positive voltage on lead 140. This allows current to flowthrough coil 144 of relay 142, switching the contacts 146 to theopposite position from that shown in FIG. 3. Operation of the relaydisconnects the power lock mechanism 48 and connects the horn circuit tothe positive voltage source. Circuit 10b of FIG. 3 thus provides apositive voltage to the horn, causing it to sound. In this regard, itwill be understood that the horn circuit is configured differently fromthat of FIG. 2, in that the circuit 10b provides current for actuatingthe horn, as opposed to providing a grounding path for completing thehorn circuit. When either the courtesy lamp or the key in switch or bothare not closed, transistor 148 is turned off and relay 142 is notenergized. In this state, the power door lock functions normally.

Referring now to FIG. 4, a variation on the circuit of FIG. 3 isillustrated. In the circuit of FIG. 4, an additional relay 160 isprovided for driving the horn circuit. In this circuit, the relayprovides a grounding path for the horn. Accordingly, the circuit of FIG.4 is compatible with the horn circuit of FIG. 2 in which the horn issounded by providing a grounding path. The circuit of FIG. 4 also hasthe advantage of operating horns which demand higher current than can beswitched through the power door lock actuator switch as in the circuitof FIG. 3.

Another embodiment is illustrated in FIG. 5. This embodiment employs arelay 162 whose coil 164 is coupleable to the courtesy lamp and key inswitch directly. One of the relay terminals is coupleable to the hornthrough diode 166. The common terminal 168 is connectable to lead 140 oflock switch 98a while the other contactable terminal is connectable tothe power door lock mechanism 48 via lead 170 as shown. A second diode172 is connected between the door lock mechanism 48 and lead 140. Inoperation, when lock switch 98a is switched to the unlock position, anegative voltage is applied at lead 140 and current flows through diode172 and through the door lock mechanism. When the courtesy lamp and keyin switches are closed, energizing relay 162, the horn circuit iscoupled through diode 166 to lead 140. When this occurs, any attempt tomove the lock switch 98a to its lock position places a positive voltageon lead 140, causing current to flow through diode 166 to sound thehorn. Diode 172 blocks the positive current flow, thereby preventing thedoor lock mechanism from operating. Preferably, diodes 166 and 172should have high amperage ratings to correspond to the currentrequirements of the door lock mechanism and horn.

FIG. 6 illustrates another embodiment of the invention which in additionto providing an interlock circuit as described above also incorporatesanother helpful feature to prevent one from locking the keys in the car.The circuit of FIG. 6 monitors the manually operable door lockactuators. When the interlock condition exists (key in the ignition anddoor open), depressing any one of the manual door lock actuators causesall manual door lock actuators to spring to the unlocked position.

With reference to FIG. 6, the circuit includes passenger door pillarswitch 22 and driver door pillar switch 24. As illustrated, switches 22and 24 may be double pole or ganged switches, with one of the poles ofeach switch operating a courtesy light 90. In addition, the circuit iscoupleable to the ignition key in switch 16b and to the ignition circuit18b. Transistor 174 drives audible warning alarm 30. Transistor 176drives the horn 42. Transistors 178 and 180 operate generally asdescribed above to inhibit the lock relay 94b from operating and bysounding the horn 42 when the interlock condition exists and the powerdoor lock switch 98 is moved to the lock position.

In addition to the above circuitry, which is also explained inconnection with the other embodiments, the circuit of FIG. 6 includesone and typically a plurality of manual door lock sensing switches 182.These switches are normally open when the manually actuable door lockbuttons or operators 183 are in the unlocked position and which closewhen the associated door lock button is moved to the locked position. InFIG. 6 two such switches 182 are shown. Switches 182 are connected inseries with the pillar switches 22 and 24, as illustrated. The switchesare connected to the emitter 186 of transistor 184. The base 188 oftransistor 184 is coupled to node 190, so as to sense when the ignitionkey is in the ignition or when the ignition circuit is on. The collector192 of transistor 184 is connected to the delay circuit 194. The delaycircuit includes transistor 196 which is in turn coupled to transistor198.

When the interlock condition is met (key in the ignition and door open),the pressing of a manual door lock button closes one of the switches182. This causes transistor 184 to turn on, which in turn activatestransistor 196. Transistor 196 in turn activates transistor 198 whichenergizes the unlock relay 96b. Energizing the unlock relay causes allof the manual door lock buttons to be urged to the unlock position.Delay circuit 194 causes transistor 196 to be turned on for nominally0.5 seconds, or long enough for the locking mechanism 48 to unlock thedoors in response to the unlock relay 96b.

In order to protect the locking mechanism 48 from burnout, delay circuit194 times out in approximately 5 seconds whereupon transistor 196 isswitched off. Thus if during the interlock conditions the operatorpresses one of the manual door lock buttons for longer than 5 seconds,the automatic unlocking circuit is overridden and the door stays locked.

The circuit of FIG. 6 also includes an optional horn control circuit 200which, if included, causes the horn to sound each time the manual doorlock button is depressed during the interlock condition. This horncontrol circuit may not be needed in all applications, since the doorlocking mechanism 48 typically provides an audible clunk which isadequate to alert the operator that the attempt to depress the door lockbutton was ineffective due to the interlock condition.

By way of the foregoing examples, it will be understood that theinvention provides an economical power door lock interlock circuit whichminimizes the number of electrical components required. These circuitsare thus well suited for mass production automotive applications. Thecircuits can be mounted on printed circuit board or assembled usingsurface mount technology. Although a wide variety of differenttransistors and diodes may be used, the presently preferred embodimentsemploy NPN transistors. The current carrying capacity of the transistorsare matched to the intended loads. Accordingly, transistor 64 of circuit10 (FIG. 1) may be an MPS-651 transistor which supports a collectorcurrent on the order of two amperes. Transistor 76 may be a lower powertransistor such as an MPS-A06, which supports a collector current of 0.5amperes. The transistors in the other embodiments may be similarlyselected. The diodes of all circuits except for that of FIG. 5 (whichshould have a high power rating), may be commercially available diodessuch as 1N4002, which can support a 1 ampere current flow. The singlepole double throw relay may have a 12 volt coil with 12 volt, 30 amperecontacts. Preferably the relays are suitable for printed circuit boardmounting such as Bosch #0-332-206-106 or AMF #T90N5D12-12. Of courseother suitable components may be used in place of these specified. Also,it will be understood that while NPN transistors have been utilized, itis possible to implement the invention using PNP transistors with somemodification to the circuit polarities.

While the invention has been illustrated and described in connectionwith the presently preferred embodiments, it will be understood that theinvention is capable of certain modification and change withoutdeparting from the spirit of the invention as set forth in the appendedclaims.

What is claimed is:
 1. A power door lock interlock circuit for use in avehicle having a power door lock actuator with mechanism responsive tosaid actuator and operable between locked and unlocked positions, ahorn, an ignition key sensing means for providing an indication when theignition key is in the ignition, at least one door sensing means forproviding an indication of the open and closed status of said door, andat least one manually actuable door lock operator operable betweenlocked and unlocked positions, comprising:a first transistor having abase coupleable to said ignition key sensing means, having a first leadcoupleable to said power door lock mechanism and having a second lead;at least one switch coupled to said second lead of said first transistorand responsive to said manually actuable door lock operator forproviding an electrical indication of the locked and unlocked status ofsaid operator; said switch being further coupleable to said door sensingmeans; a second transistor means responsive to said first transistor andcoupled to said power door lock mechanism for causing said power doorlock mechanism to go to the unlocked position when the key is in theignition and a vehicle door is open and said manually actuable door lockoperator is actuated to the locked position.
 2. The power door lockinterlock circuit of claim 1 further comprising time delay means forapplying a signal of predetermined duration to said power door lockmechanism when the key is in the ignition and a vehicle door is open andsaid manually actuable door lock operator is actuated.
 3. The power doorlock interlock circuit of claim 1 further comprising override circuitoperated by manual actuation of said door lock operator for apredetermined time interval for inhibiting said power door lockmechanism from going to the unlocked position when the key is in theignition and a vehicle door is open.